Ignition system



Nov. 4, 1969 P. COOK IGNITION SYSTEM Filed May 23, 1968 INVENTOR PETER COOK ,gwz/ b &@w

ATTORNEY-S United States Patent US. Cl. 123148 Claims ABSTRACT OF THE DISCLOSURE A dual ignition system for providing electrical energy to the fuel igniting means such as a spark plug of an internal combustion engine, and which ignition system comprises a first ignition circuit part which has operating characteristics that are especially applicable to provide energy to the engine while it is being started and a second ignition circuit part which is connected with said first part and which has operating characteristics that are especially applicable to provide energy to the engine after it is started and during its running interval. Switch means operate to sequentially connect the first circuit part and the second circuit part to the fuel igniting means during the start-up and running intervals respectively for the engine.

This application is a continuation-in-part application of my copending application Ser. No. 561,993, filed June 30, 1966 and entitled Ignition System. My invention relates to ignition systems for internal combustion engines having fuel igniting means such as a spark plug.

More particularly my invention relates to a dual ignition system for use with internal combustion engines and which comprises a first ignition circuit part that has operating characteristics which are especially applicable to provide energy to the fuel igniting means of the engine during the period of startup thereof. The first circuit part comprises a conventional ignition circuit which is adapted to be connected to an ignition coil. The ignition coil is of especially designed structure and has a magnetic core around which is wound two separate primary windings and a secondary winding disposed as to be magnetically coupled to either of said primary windings. The conventional ignition circuit is connectable by said switch means to the remaining primary winding. The secondary coil of said ignition coil is connected to the fuel igniting means for the engine so as to deliver fuel igniting energy thereto in response to energization from either the first or second ignition circuit part.

It is well known that at relatively low temperatures the available energy from a car battery is low. And upon starting the car this energy is rapidly reduced due to the heavy load placed upon the battery by the electric starter trying to turn over the engine parts, made difiicult by the cold oil and grease in the engine parts. Many persons in the colder climates have had the experience on a cold winter morning of finding the car battery quite feeble, and the battery rapidly becoming weaker as the starter endeavors to turn over the engine.

When such an abnormally low battery voltage condition develops during starting on a cold weather morning, a transistor type ignition system usually will not be provided with a sufficient current flow for satisfactory opera tion of the ignition.

The standard or non-transistorized ignition systems are designed to operate on less current as for example, 3 to 4 amps. At minimum engine r.p.m.,' such as during starter motor cranking of the engine, the standard conventional ignition system has been found to operate at its best and hence is the ideal system to use during starting.

3,476,@98 Patented Nov. 4, 1969 "ice It is also known in the art that a transistorized ignition system, while it does not work as Well as a standard or non-transistorized system under starting conditions, functions very satisfactorily after the engine is started and is operating at higher speeds. A better and more reliable continuous sparking in the spark plugs is assured at high speeds of the engine with the use of a transistorized ignition system than with the standard or non-transistorized system.

Heretofore, the distanct advantages of the standard or non-transistorized system under engine starting conditions and the distinct advantage of the transistorized system under engine running conditions have not been readily, efiiciently, economically and quickly utilizable for the one engine, as for example of an automobile. 1

This invention does provide such a combination and unique arrangement as to permit the ready, efiicient, economic and quick utilization of the unique functions of both systems.

It is therefore a primary object of my invention to provide a unitary ignition system for use with an automotive internal combustion engine and the like and which system combines the operating characteristics of an electronic ignition system and a conventional ignition system.

Another object of my invention is to provide a new and improved unitary ignition system for use with an automotive type of internal combustion engine and which system includes a transistorized ignition part and a conventional ignition part.

A further object is to provide a unitary ignition systern as above described and which includes switch means for actuating the conventional ignition part during startup of the engine and the transistorized ignition part for the running periods of said engine.

Another object of the present invention is to provide a unitary ignition system as above described and which includes an especially designed ignition coil adapted to be connectable to either ignition circuit part and energized thereby to provide igniting energy to fuel igniting means of the engine such as a spark plug.

Still another object of the present invention is a new and improved unitary ignition system as above described and wherein the switch means is incorporated into the starting-running switch means for the automobile and is operated by the vehicle operator to sequentially actuate the conventional ignition part and then the transistorized ignition part.

Other objects and advantages of my novel ignition system will become apparent to one skilled in the art to which it pertains, and upon reference to the following disclosure of a preferred embodiment thereof and which is illu's trated in the accompanying drawing.

Referring to the drawing, my ignition system is seen to include the specially designed ignition coil 11 which is connectable to a conventional distributor device indicated generally by the reference numeral 12, which in turn is connected to spark plug means 13. i i

As heretofore mentioned, my ignition system includes a first circuit part and a second or transistorized circuit part which parts are selectively actuated to provide energy to the ignition coil 11 and thence to the spark plug means 13 for operating conditions at start-up and running for the engine, respectively. I I

Pulse signal generating means, indicated generally by the reference character 14 which, in the illustration is shown to be of the mechanical circuit breaking type generally known and used for such purposes although pulse signal generating means of the magnetic or light type may be utilized instead. This pulse generating means may be electrically connected through a switch mechanisrn, indicated generally by the reference character 32, with transistor means, indicated generally by the reference character and which is a portion of the second circuit part of my ignition system. A source of electrical energy, such as direct current storage battery 16, is utilized to supply suitable energy to the several circuit parts of my system.

As shown, the ignition coil 11 is enclosed in a container 17 within which is located and mounted a ferrous core 18 as usual in ignition coils. A secondary winding 19 is wound on and associated with the core 18. A first primary winding 20 is wound on and associated with the core 18. A second primary winding 21 is wound on and associated with the core 18. The core 18 and secondary 19 are common in the ignition coil in that they serve and function with the first primary winding 20 and with the second primary winding 21, alternately energized in the manner hereinafter described.

The first primary winding 20 is electrically connected at one end to terminal 22 and on the other end to terminal 23, both located on the side of the container of the ignition coil 11. The second primary winding 21 is similarly electrically connected at one end to terminal 24 and on the other end to terminal 25. The secondary winding 19 is connected at one end to said terminal 25 and at the other end to terminal 26 located at the top end of container 17. Suitable insulation is provided to electrically insulate the several windings and terminals in any of wellknown manner.

The pulse signal generating means 14 includes breaker points 27A and 27B which are intermittently opened and closed in the well-known manner by the rotatable cam member 28 which is rotated by the engine in synchrony with the engine speed in the well-known and usual manner in such devices. Breaker point 27A is electrically connected through spring arm 30 of electrically conducting material with terminal 31 carried by the pulse signal generating means 14. The breaker point 27B is electrically connected through lead 42 with ground (G in the drawing). A condenser 22 is electrically connected between terminal 31 and lead 42 as shown in the usual manner and for the well-known function in such devices.

The terminal 26, connected to secondary winding 19, is electrically connected through lead 58 to common center tap point 59 of distributor 12, and to the revolving distributor arm 60 which is also rotated by the engine in the usual manner in synchrony with engine speed. As well known, it is usual to have the rotating arm of a distributor, such as arm 60, to be rotated by the same rotative shaft of the engine, as the rotating cam of the circuit breaker, such as rotative cam 28, whereby they rotate in synchrony with each other and with the engine rotation.

The rotative distributor arm 60 of electrical conducting material consecutively contacts electrically a series of equidistantly spaced contact elements 61 arranged in a circle. By way of example, in an engine having six cylinders and corresponding six spark plugs, there would be six contact elements 61, as illustrated in the drawing. Each contact element 61 is electrically connected by a lead 62 with a pole of its corresponding spark plug 13 thereby being six for such a six-cylinder engine. The other pole of each spark plug 13 is electrically connected through lead or wire 63 with ground (G in the drawing). For simplicity of illustration, only one spark plug 13 and associated leads 62 and 63 are shown. It Will be understood that in the usual manner the distributor 13 consecutively, and in synchrony with the engine, makes electrical connection with the plurality of spark plugs so as to supply electrical voltage from the secondary winding 19 of ignition coil 11 to the spark plugs sequentially one after the other.

A switch device, denoted generally by the reference character 32, is actuatable by the operator to alternately connect the first and second circuit parts to the primary coils 20, 21.

As shown, switch device 32 is a conventional solenoid swith having a coil 32:: connected at its one end to terminal of switch MS, and at its opposite end to the vehicle ground G.

Solenoid switch 32 is provided with a conductive movable contact 320 pivoted at terminal 33 and which is adapted to selectively engage stationary contacts 32d or 32 The terminal point 33 of switch device 32 is electrically connected through lead 37 with terminal 31 of pulse signal generating means 14 whereby the pulses of current from means 31 are supplied to terminal point 33. Upon the movable contact 32c being swung to the position shown in full lines in the drawing so as to engage contact 32d, then electrical current may flow between terminal points 33 and 32d. Upon the contact 320 being swung to the position shown in dotted lines in the drawing so as to engage contact 32), then electrical current may flow between terminal points 33 and 32].

Terminal points 32] is electrically connected through lead 38 with terminal 23 of the first primary winding 20. A lead 43 is electrically connected to terminal 22 of ignition coil 11. The lead 43 is, in turn, connected with tap point or connection 44 which is also electrically connected to stationary contact element 45A of a key switch 45. The other stationary contact element 45B of switch 45 is electrically connected through lead 46 with the positive pole or terminal of storage battery 16. Movable contact 51 of said key switch is adapted to be moved into engagement with said stationary contacts to thus provide electrical conduction thereacross. The switch 45 may be the usual conventional key-operable ignition switch of the ignition switch of an automobile powered by the sixcylinder engine referred to by way of example.

The negative pole or terminal of storage battery 16 is electrically connected through lead 39, tap point 40, and lead 41, to ground (G in the drawing) where lead 42 of device 14 is also connected.

There is thus provided a first ignition circuit part on the primary side of the ignition coil, this first ignition circuit part being conventional or standard in oxzfifiifxz figuration. This first ignition circuit may be traced, starting with ground G through lead or wire 42, breaker point 27B and breaker point 27A when in contact, spring arm 30, tap point or connection 33 of switch device 32, movable contact 321: when contacting contact 32), lead 38, terminal 23, first primary winding 20, terminal 22, lead 43, tap point or connection 44, contact element 45A, switch contact 51 when closed contact element 45B, lead 46, and back to the positive pole or terminal of storage battery 16. This flow of current through the first circuit as described, including the first primary winding 20, causes a high-voltage electrical potential induced in secondary winding 19 to be supplied through terminal 26, lead 58, distributor device 12, consecutively to a plurality of spark plugs 13 in the usual well-known manner.

The stationary contact 32d of switch device 32 is electrically connected through resistor 47 to tap connection 48 of the transistor 15, which connection 48 is electrically connected to base electrode 50 of transistor 15. A resistor 49 is electrically connected between base electrode 50 and emitter electrode 52 of said transistor 15.

The collector electrode 51 of the transistor 15 is electrically connected through lead 54 with terminal 24 of ignition coil 11, which terminal 24 is electrically connected with one end of the second primary winding 21. The other terminal 25, electrically connected to the other end of the second primary winding 21, is electrically connected through lead 53, with tap point or connection 40, which in turn is electrically connected with ground and the negative pole or terminal of storage battery 16 as shown and hereafter described.

The emitter electrode 52 is electrically connected through lead 55 and resistor 56 with tap point or connection 44, which is in turn electrically connected with contact element 45A of the ignition switch 45 as shown and heretofore described.

Upon the contact 32c of switch device 32 being swung to electrically engage contact 32d the first ignition circuit through the first primary winding 20 is disconnected and rendered non-functioning, and at the same time the base electrode 50 of transistor is electrically connected so as to be activated or energized and functional by the electrical potential derived from the pulse signal generation means 14, and thus activated upon reception of pulses of electrical energy from the means 14, in this case a mechanical circuit breaker.

Upon activation or energization of base electrode 50, a second electronic circuit is established. There is thus provided a second or transistorized circuit part for my ignition system which is as follows: Starting from the negative pole or terminal of storage battery 16, through wire 39 and ground connection 40, then through wire 53, the second primary winding 21, wire 54, collectoremitter circuit of transistor 15, wire 55, resistor 56, tap point 44, contact element 45A, switch contact 45 when closed, contact element 45B, and wire 46, to the positive pole or terminal of storage battery 16. As shown, the base circuit of transistor 50 is periodically connected by switch 32 and pulse generating means 14 across the battery 16 to thus actuate said transistor.

As herein shown in the drawing the contact 32c of solenoid switch 32 is movable about pivot 33 to either of its two switch positions. Said contact 320 is normally urged by spring 32g into engagement with stationary contact 32d. Upon energization of coil 32a of said switch 32 contact 320 is urged against the pressure of said spring 32g into engagement with stationary contact 32 As shown, solenoid coil 32a is connected at one end to terminal 80 and at its opposite end to the vehicle ground G.

A movable contact 81 of switch MS has its one end pivotally and electrically connected to terminal 80. Said contact 81 is adapted to be moved into selective engagement with either of two stationary contacts 82, 83. This switch MS may conveniently be located on the dashboard of the vehicle as to be manually operated to either of its said two positions.

As shown in solid lines in the drawing, switch contact 81 is in its lower position to engage stationary contact 83. Said contact 83, in turn, is connected to conductor 85, one end of which connects to the starter motor shown schematically at SM. Said starter motor is likewise shown to be connected to the vehicle ground G in the conventional manner.

Conductor 85 is connected at its opposite end to stationary contact 86 of the key switch 45. The companion stationary contact 87 of said switch 45 is connected as shown to the positive terminal of battery 16. A movable contact 53 of said key switch 45 is adapted to be moved into engagement with stationary contacts 86, 87 to thereby provide an electrical conductive path thereacross.

The key switch 45 is also provided with a second switch position comprising stationary contacts 45A and 45B and the companion movable contact 51 therefor. As shown, stationary contact 45B is connected by conductor 46 to the positive terminal of the battery 16. The stationary contact 45B is connected by conductor 46 to the positive terminal of the battery 16. The stationary contact 45A is shown connected by conductor 89 to the stationary contact 82 of said switch 45, and to one end of resistor 56.

The key switch 45 as just described is of conventional assembly and is operated by the ignition key of the automobile in the usual manner.

When the operator turns the ignition key to its start position movable contacts 51 and 52 of key switch 45 are movable into contact with their respective stationary contacts 45A, 45B and 86, 87 to thereby define their closed position.

With contact 81 of switch MS previously moved into contact with its companion stationary contact 83, this actuation of the ignition switch will connect the starter moor SM across the battery 16 whereby to crank the engine. At the same time the solenoid 32a of switch 32 will be energized to move contact 320 into engagement with stationary contact 32 whereby to connect the primary coil 20 of the ignition coil 11 into the ignition circuit above identified as the conventional ignition circuit.

As a result, during this starting interval for the engine energy is delivered to the spark plugs 13 via the said conventional ignition circuit part as above described.

Upon the fuel being ignited and the engine started, the operator actuates the ignition key in the usual manner to its run position whereby switch contact 51 remains closed and contact 52 moves to its open position.

As a result, the starter motor SM is deenergized and also the solenoid coil 32a.

The contact 320 is pivoted by spring 32g clockwise as viewed in the drawing to engage stationary contact 32d whereby to connect the base circuit 50 of the transistor 15 to the pulse generator 14 and the primary coil 21 of the ignition coil 11 across the base-collector of said transistor. The transistorized ignition circuit part is thereby connected to the spark plug and is operative to deliver energy to the spark plug means 13 to ignite the engine fuel during the running period of the engine.

The primary Winding 20 is designed to draw or require a relative lesser amount of current, as for example about one-fifth the current drawn or required by primary winding 21, and thus is best for starting the engine under adverse conditions of a cold winter day when available current from the battery is low. The primary winding 21 is designed to operate in association with transistor 15 and has a relatively low impedance to provide for quick or fast acting ignition and a minimum of wear on the breaker points of the circuit breaker. It is to be understood that the proper number of turns will be provided for the several windings of the ignition coil to provide the balance of results and function required.

In the tracing of the circuits, no regard has been given to the theoretical direction of flow of current, as this is well known. Also, it is to be understood that the proper values of resistors and condensor included as components in the system will be selected in accordance with well known principles and the knowledge in the art.

In one embodiment of ignition circuit in actual use the secondary winding 19 has approximately 26,000 turns; the primary winding 20, three hundred fifty (350*) turns and the primary Winding 21 approximately one hundred turns, thus making the turns ratio between primary winding 20 and secondary winding 19 approximately 75 to 1 and between primary winding 21 and the secondary Winding 19 approximately 260 to 1.

Although it is known that when the transistor of an electronic ignition system is properly functioning superior results are obtainable by reason of the fast action of the transistor or a control means, it is also known that unless there is a minimum amount of electrical potential available, the transistor ceases to function properly. An ignition circuit depending upon such defective electronic control becomes inferior or non-functioning in that a proper or sufiicient ignition voltage is not supplied to the spark plugs by the ignition coil.

On a cold winter morning, the drain on an automobile storage battery to turn the electric starter and thus to turn over a cold engine retarded by cold lubricant may leave only about two amperes of current, for example, available or remaining for the primary winding of the ignition coil. The two amperes of current then available, however, may be enough in a standard or conventional ignition circuit on the primary winding side to induce enough voltage from the secondary winding of the ignition coil to ignite the combustible mixture at the location of the spark plugs. However, an ignition circuit including a transistor may require a minimum of ten amperes of current, for example, in order for the transistor to properly function and to thus pass current through the primary winding of the ignition coil. In such a case, no voltage or insufiicient voltage will be obtained from the ignition coil because of the malfunctioning of the circuit on the primary winding side.

Although I have shown but one transistor 15 in the circuit, it is, of course, understood that circuits utilizing more than one transistor could be utilized while still utilizing the advantages of my invention. Also, different numbers of spark plugs may be utilized. Other variants and equivalents of parts may be readily utilized as is well known.

What is claimed is:

1. An ignition system for an internal combustion engine having spark plug means for igniting fuel supplied to said engine comprising in combination .an ignition coil having a core and a secondary winding magnetically coupled therewith and electrically connected with said spark plug means for supplying fuel igniting energy thereto, said ignition coil having separate first and second primary windings magnetically coupled to said core, said first and second primary windings being electrically isolated from each other, said first primary winding having 21 turns ratio with said secondary winding of a first magnitude, said second primary Winding having a turns ratio with said secondary winding of a magnitude that is greater than the said first magnitude of turns ratio, a first ignition circuit part electrically connected to said first primary winding for connecting said first primary with a source of electrical energy, a second ignition circuit part electrically connected to said second primary winding for connecting said source of electrical energy to said second primary winding, switch means connected with said first and second circuit parts and said source of energy being sequentially cyclically operable to cause the actuation of said first circuit part and the energization of said first primary winding for the interval of starting the engine and thereafter to next cause the actuation of said second circuit part and the energization of said second primary Winding and the deactuation of said first circuit part and the deenergization of said first primary winding subsequent to starting the engine and for the next interval of running said engine.

2. An ignition system for an internal combustion engine as is defined in claim 1 and which includes electrical impulse generating means connected by the switch neans to the first and second ignition circuit parts.

3. An ignition system as is defined in claim 1 and wherein the second ignition circuit part includes transistor means connected with the second primary winding.

4. An ignition system for an internal combustion engine as is defined in claim 1 and wherein the turns ratio between the secondary winding and the first primary winding is approximately 75 to 1 and the turns ratio between the secondary winding and the second primary winding is approximately 260 to 1.

5. An ignition system as defined in claim 1 and wherein the first primary winding requires approximately one-fifth the current that is required by the second primary winding to generate approximately the same or more electrical energy in the secondary winding to thereby provide the best starting characteristics for the ignition system.

References Cited UNITED STATES PATENTS 1,842,815 1/1932 Arthur. 2,899,632 8/1959 Lawson. 3,168,891 2/1965 Cook.

LAURENCE M. GOODRIDGE, Primary Examiner US. Cl. X.R. l23179; 315209 

